Automatic train-stopping apparatus.



J. J. GAVURA. AUTOMATIG TRAIN STOPPING APPAR ATUS.

APPLICATION FILED FEB. 4. 1.914.

Patented Jan. 26, 1915.

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THE NORRIS PETERS CO., PHOTOJJTHQ. WASHING TUN. D. C.

J. J. GAVURA. AUTOMATIC TRAIN STOPPING APPARATUS. APPLICATION FILED PEB.4, 1914.

1, 1 26, 1 9 1 Patented Jan. 26, 1915.

2 SHEETS-SHEET 2.

IHL NORRIS PETERS c0" PHOTO-LITHO.. WAS HING1'vN. D, C.

ITED STATES FATE T @FFTF/EQ AUTOMATIC TRAIN-STOPPING APPARATUS.

Specification of Letters Patent.

Patented J an. 26, 1915.

Application filed February 4, 1914. Serial No. 816,560.

To all whom it mag concern:

Be it known that 1, JOHN J. GAvUnA, a citizen of the United States, residing at Johnstown, in the county of Cambria and State of Pennsylvania, have invented new and useful Improvements in Automatic Train-Stopping Apparatus, of which the following is a specification.

This invention relates to improvements in automatic train stopping apparatus and has particular application to a train controlled mechanical stop. 1

In carrying out the present invention, it is my purpose to provide a train controlled mechanical stop for railways which w ll em body among other features track instruments arranged along the trackway and spaced appropriate distances apart and adapted to be rendered active when a car or train passes thereover so as to prevent a following train running into the first train and which will be rendered inactive by the car or train when the latter is a safe distance therefrom.

It is also my purpose to provide an apparatus of the class described which w1ll be simple in construction and eflicient 1n operation and which may be installed and maintained at a minimum cost.

With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claims.

In the accompanying drawings; Figure 1 is a transverse sectional view through a trackway and motor car thereon showing my invention applied. Fig. 2 is a top plan view of the trackway. Fig. 3 is an enlarged transverse sectional view through one of the rails showing the construction of a track instrument. Fig. l is a side elevation of the trackway. Fig. 5 is a diagrammatic view of the car carried stopping mechanism. Fig. 6 is a perspective view of the track obstacle. Flg. 7 is a fragmentary cross sectional view through the trackway.

Referring now to the drawings in detail, 1, 1 designate parallel lines of rails forming a trackway. Arranged along the trackway and spaced apart appropriate distances are track instruments 2 each comprising a horizontal shaft 3 journaled, in the present instance, in the web of one line of rails and having the inner end thereof formed to provide a crank 4. Fixed upon the outer end of the shaft is a lever 5 having the upper end thereof beveled or inclined as at (S and normally lying in the path of the treads of the wheels of the cars. Fixed upon the crank L on the inner end of the shaft is an obstacle 7 which, in this instance, is in the form of a block working within a slot 8 formed in a guide 9 carried by the upper end of a vertical post 10 uprising from the road bed. By means of this construction, it will be seen that when a car passes over a track instrument the treads of the wheels of such car will ride into engagement with the upper end of the lever 5 thereby swinging the latter and rocking the shaft 3 with the effect to slide the obstacle 7 upwardly within the slot 8 in the guide 9 thereby rendering the obstacle active.

Pivotally connected with the web of the line of rails carrying the track instrument immediately behind each lever 5 is a restoring lever 11 having the upper end thereof beveled as at 12 and disposed in the path of the treads of the car wheels, while connected to the lower end of the lever is one end of a wire 13 or other flexible element trained over a guide sheave 14; in advance of the respective lever 11 and then carried rearwardly and fastened to the lower end of the lever 5 of the track instrument at the rear of the restoring lever. Thus, when a train or car has set one track instrument and leaves the vicinity of such instrument and approaches the instrument in advance, the treads of the wheels of such car will engage the restoring lever 11 of the track instrument at the rear thereby swinging such lever and exerting a pull upon the wire 18 with the effect to swing the lever 5 in the reverse direction and lower the obstacle. Succeeding the actuation of the restoring lever the treads of the wheels engage the lever 5 of the adjacent track in strument and so render the latter active. Thus, as a train proceeds along the trackway the same is at all times protected against rear end collisions.

In the embodiment of my invention selected for illustrative purposes, the car carried stopping mechanism comprises a shoe 15 depending from the locomotive or motor car in advance of the pilot car and connected with a lever 16 fulcrumed upon the motor car. The lever 16 is connected through the medium of rods 17 and 18 with the reverse lever 19 and the handle of a valve 20 located in the train line air pipe of the air brake system.

In practice, When a car or train passes over an active track instrument the shoe l5 engaging the obstacle 7 of such instrument actuates the lever 16 and the latter through the medium of the rods 17 and 18 operates the reverse lever 19 and the valve 20 to reverse the flOW of steam to the engine cylinders and effect an aplication of the brakes to the Wheels.

I claim:

1. In train stopping apparatus, the combination With the trackway, of track instruments arranged along the trackWay and spaced apart and each comprising a horizontal shaft capable of rocking movement, a lever on one end of said shaft and disposed in the path of movement of the Wheel treads of the car, a crank on the opposite end of said shaft, and an obstacle secured to said crank and normally inactive and adapted to move to active position in the movement of said shaft under the action of the car Wheels.

2. In train stopping apparatus, the combination with the trackway, of track instruments arranged along the trackWay and spaced apart and each comprising a horizon tal shaft capable of rocking movement, a lever on one end of said shaft and disposed in the path of movement of the Wheel treads of the car, a crank on the opposite end of said shaft, an obstacle secured to said crank and normally inactive and adapted to move to active position in the movement of said shaft under the action of the car Wheels, and means in advance of each track instrument and connected with the instrument at the rear and operable to restore the latter to normal position.

3. In train stopping apparatus, the combination with the trackway, of track instruments arranged along the trackway and spaced apart and each comprising a horizontal shaft capable of rocking movement, a lever on one end of said shaft and disposed in the path of movement of the Wheel treads of the car, a crank on the opposite end of said shaft, an obstacle secured to said crank and normally inactive and adapted to move to active position in the movement of said shaft under the action of the car Wheels, and car operated means in advance of each instrument and connected with the instrument at the rear to restore the latter to normal position.

4. In train stopping apparatus, the combination With the trackivay, of track instruments arranged along the trackWay and spaced apart and each comprising a horizontal shaft journaled in the Web of one line of rails and capable of rocking movement, a lever on the outer end of said shaft and disposed in the path of movement of the treads of the Wheels of the cars, a crank on the opposite end of said shaft, and an obstacle con nected with said crank and movable vertically to active and inactive positions and adapted to move to active position in the movement of said shaft under the action of the car Wheels.

5. In train stopping apparatus, the combination with the trackway, of track instruments arranged along the trackWay and spaced apart and each comprising a horizontal shaft journaled in the Web of one line of rails and capable of rocking movement, a lever on the outerend of said shaft and disposed in the path of movement of the treads 0f the Wheels of the cars, a crank on the opposite end of said shaft, an obstacle connected With said crank and movable vertically to active and inactive positions and adapted to move to active position in the movement of said shaft under the action of the car Wheels, a lever pivoted in advance of each track instrument, and a connection between said lever and the lever oithe track instrument at the rear whereby the latter may be rendered inactive upon the actuation of said last-named lever.

In testimony whereof I aflix my signature in presence of two Witnesses.

JOHN J. GAVURA.

Witnesses:

M. J. LoRDrroH, BEN GIBBoN.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. 0. 

